Sunday 30 October 2016
Monday 24 October 2016
This is how i past the long nights in the van
Wrote this song which is one of many a good few years ago now see what you think.
Sunday 23 October 2016
a day in and around sandymouth bay
A drive from bude to sandymouth bay plus a walk along the coastline.
Friday 14 October 2016
No fool like an old fool ! the adventure of the canal barge Orbis on the high seas
This is a short story written by two friends of mine Lee and Vicky Bond.
And there brave attempt to sail the high seas in a 60 ft canal cruiser narrow boat .
No fool like an old fool.
About two years ago, I had a desire to put to sea in my 60ft cruiser narrow boat .The desire was spurned by three events; completing a trip down the tidal Thames in to the estuary, reading Narrow dog to carcasgoin, and several articles on YouTube.
The boat was as far as I could see unsuitable in its present form: the front deck and rear deck were open to the elements. The cruiser stern had no shelter from the weather and was likely to be swamped, in pitching or rolling sea .The windows were also seen as vulnerable. The engine was inadequate as we had discovered on the tidal Thames.
So began the transformation: We encased the for deck with 4mm steel and welded a high bow to the gunwale, along with some extra bollards. The windows were covered with rectangular and outward protruding half boxes with portholes. The stern was next to be addressed. Having a liking for Dutch barges. I built a wheelhouse, and engine room, some 6.5 metres long .This was somewhat challenging, given the boats lack of symmetry. No good datum point could be found; each side of the boat varied by as much as 30mm in height and length. As such the wheelhouse could not be fabricated elsewhere. We were moored to a floating,” well just “pontoon, and could not afford to dry dock the boat. Tenacity prevailed and the task was finally Completed.I also had to fabricate a false floor inside to enable a clear view out of the windscreen. The air gap increased by 600mm making it 2mtrs.
The engine came of EBay previously fitted to a Daff 45 truck 5.9ltrs and 160bhp. We purchased a new gear box, an industrial unit built in North Korea. The installation and marinisation I carried out myself. A new engine bed was also fabricated.
My wife Vicki was gainfully employed refitting the boat. Having lost some twenty foot of living space. The bedroom was moved to the bow, all the other accommodation was moved forward. Surprisingly the extra weight of the new installed engine/gearbox some 1400kg did not affect the trim of Orbis. A hydraulic steering system was sourced and installed.
During the build, I had read an article in towpath about the Bude canal in Cornwall. Having both a Sea lock and a short navigable canal. This was to become our destination of choice.
We took Orbis for a short trial, apart from some minor problems she performed well. It was no faster than with the previous engine but the reaction time was much better: Its acceleration and deceleration was impressive!
In May 2016 my work in construction dwindled it seemed an ideal time to go on an extended cruise before a sea trial.
We decided to head north towards Boston and the Wash. So we headed up the Trent through Lincoln, down the Witham and to Boston. We consulted with the lock keeper, who advised us to wait for a suitable weather window. It took four days for the bad weather to abate. We had on board some safety equipment and some navigation aids: 2x chart plotters, a sat nav, vhf radio, two compasses, life jackets, life rings, and all the charts necessary.
Six other narrow boats were also planning to cross the Wash and enter the Nene navigation. They had employed the assistance of a pilot .The lock keeper suggested that we contribute to the cost of the pilot, and join the six boats. We did not want to cross with the six or to cross with a pilot. It would seem that there is an unwritten rule that if your passage is co-in siding with a piloted transit it is expected that you contribute to the cost .As such we changed our planned course from the Nene to the Great Ouse.
Whilst waiting for the weather to break, we befriended a couple who were also wishing to go to Kings Lynn. They had previously completed this very passage. I was confident and thankful to be proceeding on our first sea foray with an experienced boat buddy.
Prior to entering the lock, all fuel filters and oil filters were changed. The fuel tank was a new one, so I was confident that there was no contamination present. I had 450ltrs of fuel on board all was prepared. Raw water strainers checked and a full nut and bolt check completed.
On leaving the lock our hearts were racing, the excitement was palpable. The Wash was very calm, almost pond like. Less waves than on the tidal Thames. I began to wish for some excitement (careful what you wish for) I was to regret this wish later! Our companions weighed anchor as the tide began to turn. We however decided to continue towards King Lynn. I had plotted a route, the passage being aided by marker buoys highlighting the channel. We continued for 3nm before we ran out of water, and were grounded. This at first caused some consternation, until it became apparent that one just has to wait for the tide to turn and re float the boat.
On arrival at Kings Lynn our companions had caught us up, they chose to moor on a council floating pontoon, at £28.00 per night. We decided not to moor there and continued on down the Ouse. It should be noted that with the benefit of hindsight, this was not a good idea! There was nowhere else to moor for a further two hours, and when we did it was not without its hazards’ had to cross the fast flowing tidal stream beam on and attempt to moor on a floating pontoon.
The navigation we were heading for was up stream of where we had moored, the lock was completely submerged so we had no choice but to moor where we did. We spent the night on the mooring, phoned the lock keeper to arrange passage on to the midlevels. Having checked the air gap under the many bridges it seemed ok! On arrival at the lock the tide was still very high; the lock was still under water, a bazar sight. One has to be very careful the tide drops at 2inch per minute and there are hazards under the water; hand rails and other protrusions.
The navigation was very low on water; we dragged our way along the bottom which as it turned out was lucky. One of the bridges was much lower than publicised, so much so that the bridge scrapped the paint off the wheelhouse roof. It took us a day and a half to complete the navigation which brought us to Peterborough. I would like to at this point highlight the absence of services on the Nene, and the midlevel’s. There is no fuel point between Peterborough and Northampton. There is also a complete absence of elsan points. Very few places to moor and few water points.
During our trip down the mid-level’s the silt and crud thrown up by the constant dragging, caused significant wear in the cutlass bearing. Consequently the prop was wobbling and making an awful noise. It needed to be addressed and quickly. I carry a spare prop and cutlass bearing, I tried to fit the new cutlass bearing but the thread was not compatible with the stern post spigot. We were miles from the nearest dry dock or crane. Plus our funds would have been pressed to finance the job, having looked at the problem it seemed that if we could widen the bearing centres, it would aid the support of the cutlass bearing. This necessitated moving the engine and gearbox forward 100mm. Quite a task moored on a river bank.
Having completed the task, we continued cross country off the Nene and on to the Grand Union and then the Stratford on Avon canal. Then on to the river Avon, and the Severn River. All without a hitch. The prop was also much quieter.
Gloucester docks: ‘wow’ what a fantastic vista truly something all boaters should aim to see. From there we proceeded down the Gloucester and Sharpness canal. No locks fantastic!
On reaching the Severn (proper) we were once again at the weathers mercy; we had to wait 6days for the windy rainy weather to abate. We had charts for all the planned passage. I use a Portland chart plotter for my navigation backed up by sat nav for latitude and longitude. Combined with two spare compasses.
We left sharpness at 7.40am 1 hr. before high water and made our way down following compass bearings taken from the chart. There are buoys and land marks the passage was easy. Under the second bridge the water flows very fast, the tidal stream bullies the boat, moving the rudder made little difference. Full throttle provided the reassurance and direction that we needed.
We continued down the Summerset coast between the two rocky out crops: Steep Holme and Flat holme. Our intended destination, which was booked in advance, was Watchet harbour some 60 miles away. To catch the right tide we had to cover the distance in 10hrs. This we did. On entering the harbour the tide was at h/w and with a strong flow. In the harbour which is quite small for a 60 foot leviathan. We had to navigate across the harbour beam on. To a strong tidal flow. With the help of some local residents we managed to moor and not damage anything! The mooring fee was £50.00 for the night.
To avoid the strong tidal flow we had to leave at 7am the following morning, 1 hr. before h/w. Our next hop was Ilfracombe only 25m away. Our arrival was not in sync with the correct tide time, so we anchored half a mile off shore. The sea state was moderate to fair, which according to the Beaufort scale, is up to 1mtr waves. This is what we encountered; nothing for a sea gong vessel but for a narrow boat is frightening. My first inclination that a N/B has all the sea worthiness and the technology contained therein of a tin bath! In fact I would now contend that the tin bath is more sea worthy. We had to wait for 4hrs to enter the harbour.
North Devon and north Cornwall harbours cater predominantly for small fishing vessels moorings for larger vessels are scarce. The only mooring available to us was tying up to a large boat that sails between the mainland and the isle of Lundy. This was about to become a sleepless and stressful night. The harbour dries out completely; the draft on The Oldenburg is 1.5mtr. The draft on Orbis much less! Consequently I was up all night adjusting the mooring ropes, as the tide waxed and waned. On our passage down we had been continually checking the sea state both visually and by the shipping forecast. This we continued to do, but when the morning came the Oldenburg was so high in the water, we could not get off the boat the visually check the sea! We had to leave the Oldenburg was due to sail to Lundy.
We decided to rely on the shipping forecast. On leaving the harbour; once past the sea wall our hearts sank, the sea was rough (for a narrow boat) 1 to1.5 metre waves. We knew that it was too much for Orbis. To say nothing of us. I knew that we had to turn round and go back to the sanctuary of the harbour, this however could not be done immediately, and we were too close to the rocks. We headed out to sea, crashing through the waves for about a quarter of a mile before we attempted the turn. I was dreading the turn; the incoming waves would now be beam on. Halfway through the manover, I noticed a rope on the roof starting to uncoil (I had not made a good job of securing the centre rope, due in part to a sleepless night) in the blink of an eye it was round the prop.
We were now dead in the water, beam on to the 1.5mtr waves .I Have a heel meter in Orbis It read 45degrees to starboard and port. Everything on the boat was dislodged; knives that were in a magnetic holder in the kitchen were breaking free and sticking in the laminate floor. One could hardly remain upright; my wife was wedged between two lockers and myself in the wheelhouse who was so frightened he wet himself. We rang 999 and asked for the coastguards, within a few minutes a rib carrying four RNLI chaps came to our assistance. The look of astonishment o their faces, would have been amusing under different circumstances. They through a rope around the bow and towed us bow to the waves. The rib however was too small to tow us in. Within ten minutes a large Shannon class life boat came to our rescue and towed us in to the harbour. They pulled us right up to the top of the harbour where it completely dries out, so we could untangle the prop.
I am neither articulate nor eloquent enough to express the fear and relief of such an experience. My wife and I both thought that the boat was going to roll over and that we would die. The sea is cold and survival is estimated at 17 minutes. The heroes that came to our rescue, they truly are heroes. Praise is insufficient and words cannot express our extreme gratitude...
Little did we know that the voyage was to become even more challenging? Once again little sleep due to the rising and falling tide adjusting the ropes. We could at least this time visually check the state of the sea. Which was calm. However due to the pitching and rolling of the boat the previous day, we had lost some equipment including a chart that we needed for the last leg of the journey: Hartland point to Bude. There was nowhere in Ilfracombe to replace the much needed chart. All we had was a road map, which luckily had Easterlies and northerlies so a route could be plotted. Although no record of sea hazards are present on road maps!!
We had to leave at 08.00 at the highest tide. Another £50.00 in harbour fees were collected by the harbourmaster. Once again getting out the harbour was a challenge. Once outside the harbour we made 8kn the sea had a good swell, the waves were small. The swell was coming over the bow and covering the stern with the rise and fall of the boat. A standard narrow boat would have been swamped. The tide caused the boat to crab, we were three miles from shore. Vicki became sea sick from the pitching movement. We had been making headway for about two and a half hours and were at a right angle to Hartland point. Where the Bristol Channel crashes into the Atlantic. I was expecting a rough sea at this point. The sea did not fail to live up to my expectations, and more. The bow was going completely under water, water cascading down the roof and hitting the windscreen. I can only describe the sea as a bubbling cauldron. Waves from every direction, once again we nearly rolled. My nerves were at this point completely shot, I started to panic and regrettably put out a SOS. Within 15 minutes we were past what we now know to be called the races. I tried to cancel the SOS but to no avail. They came anyway, along with a local fishing boat, which they must have summoned to our assistance.
The RNLI decided to escort us to Bude about an hour away. No doubt fearful that both the vessel and crew were ill equipped. They were right! An hour later we arrived at Bude Haven. Six hours too soon for the correct tide. We once again deployed the anchor one mile off shore. The inshore life boat came out to check we were ok. The Shannon class life boat departed f back to Appledore. Whilst at anchor it pays to align with a land mark to check for drift. This we did during the long wait I had paid out about 60foot of warp forty foot being chain the rest rope. The swell became ever greater and we noticed that drift had occurred. I made my way to the bow to reset the anchor. I was astonished to find we had lost the anchor. The rope had chaffed through. It was now 18.00 the lock would not have enough water until 19.00 we had to head out to sea and circle till 19.00. Both the Harbour master and the RNLI were paragons of reassurance. Once again my words fail me.
I was by now a complete wreck incapable of coherent speech let alone actions. Vicki my rock stepped in and piloted the boat and tried to reassure me, her sea sickness was set aside and she truly took the helm. The harbour master had requested that the RNLI pilot us in to the harbour/ lock, not an easy task. The surf in Bude is a magnet for surfers, the entrance to the harbour is very narrow jagged rocks one side and sand banks the other. After three attempted approaches we were lined up we crashed through the surf. Perfect helmsman-ship from Vicki. We sailed into the lock, a safe haven at last. The sea lock at Bude opens very few times per year, consequently it attracts many spectators. There is a volunteer crew who man the lock with resolve and pride. The spectacle of a sixty foot narrow boat looking to all intents and purposes like a submarine. Attracted many spectators along with the local media.
Bude is a very special place; everyone has made us feel most welcome. I owe a debt of gratitude to the RNLI at Ilfracombe, Appledore, Bude, and to the Harbour-Master all others connected. But most of all to my wife Vicki, who through my naivety and arrogance nearly died.
Do not put to sea in a narrow boat.
N/B Orbis.
To see the barge please look at the painting of the barge in Bude Harbour further down in this blog.
And there brave attempt to sail the high seas in a 60 ft canal cruiser narrow boat .
No fool like an old fool.
About two years ago, I had a desire to put to sea in my 60ft cruiser narrow boat .The desire was spurned by three events; completing a trip down the tidal Thames in to the estuary, reading Narrow dog to carcasgoin, and several articles on YouTube.
The boat was as far as I could see unsuitable in its present form: the front deck and rear deck were open to the elements. The cruiser stern had no shelter from the weather and was likely to be swamped, in pitching or rolling sea .The windows were also seen as vulnerable. The engine was inadequate as we had discovered on the tidal Thames.
So began the transformation: We encased the for deck with 4mm steel and welded a high bow to the gunwale, along with some extra bollards. The windows were covered with rectangular and outward protruding half boxes with portholes. The stern was next to be addressed. Having a liking for Dutch barges. I built a wheelhouse, and engine room, some 6.5 metres long .This was somewhat challenging, given the boats lack of symmetry. No good datum point could be found; each side of the boat varied by as much as 30mm in height and length. As such the wheelhouse could not be fabricated elsewhere. We were moored to a floating,” well just “pontoon, and could not afford to dry dock the boat. Tenacity prevailed and the task was finally Completed.I also had to fabricate a false floor inside to enable a clear view out of the windscreen. The air gap increased by 600mm making it 2mtrs.
The engine came of EBay previously fitted to a Daff 45 truck 5.9ltrs and 160bhp. We purchased a new gear box, an industrial unit built in North Korea. The installation and marinisation I carried out myself. A new engine bed was also fabricated.
My wife Vicki was gainfully employed refitting the boat. Having lost some twenty foot of living space. The bedroom was moved to the bow, all the other accommodation was moved forward. Surprisingly the extra weight of the new installed engine/gearbox some 1400kg did not affect the trim of Orbis. A hydraulic steering system was sourced and installed.
During the build, I had read an article in towpath about the Bude canal in Cornwall. Having both a Sea lock and a short navigable canal. This was to become our destination of choice.
We took Orbis for a short trial, apart from some minor problems she performed well. It was no faster than with the previous engine but the reaction time was much better: Its acceleration and deceleration was impressive!
In May 2016 my work in construction dwindled it seemed an ideal time to go on an extended cruise before a sea trial.
We decided to head north towards Boston and the Wash. So we headed up the Trent through Lincoln, down the Witham and to Boston. We consulted with the lock keeper, who advised us to wait for a suitable weather window. It took four days for the bad weather to abate. We had on board some safety equipment and some navigation aids: 2x chart plotters, a sat nav, vhf radio, two compasses, life jackets, life rings, and all the charts necessary.
Six other narrow boats were also planning to cross the Wash and enter the Nene navigation. They had employed the assistance of a pilot .The lock keeper suggested that we contribute to the cost of the pilot, and join the six boats. We did not want to cross with the six or to cross with a pilot. It would seem that there is an unwritten rule that if your passage is co-in siding with a piloted transit it is expected that you contribute to the cost .As such we changed our planned course from the Nene to the Great Ouse.
Whilst waiting for the weather to break, we befriended a couple who were also wishing to go to Kings Lynn. They had previously completed this very passage. I was confident and thankful to be proceeding on our first sea foray with an experienced boat buddy.
Prior to entering the lock, all fuel filters and oil filters were changed. The fuel tank was a new one, so I was confident that there was no contamination present. I had 450ltrs of fuel on board all was prepared. Raw water strainers checked and a full nut and bolt check completed.
On leaving the lock our hearts were racing, the excitement was palpable. The Wash was very calm, almost pond like. Less waves than on the tidal Thames. I began to wish for some excitement (careful what you wish for) I was to regret this wish later! Our companions weighed anchor as the tide began to turn. We however decided to continue towards King Lynn. I had plotted a route, the passage being aided by marker buoys highlighting the channel. We continued for 3nm before we ran out of water, and were grounded. This at first caused some consternation, until it became apparent that one just has to wait for the tide to turn and re float the boat.
On arrival at Kings Lynn our companions had caught us up, they chose to moor on a council floating pontoon, at £28.00 per night. We decided not to moor there and continued on down the Ouse. It should be noted that with the benefit of hindsight, this was not a good idea! There was nowhere else to moor for a further two hours, and when we did it was not without its hazards’ had to cross the fast flowing tidal stream beam on and attempt to moor on a floating pontoon.
The navigation we were heading for was up stream of where we had moored, the lock was completely submerged so we had no choice but to moor where we did. We spent the night on the mooring, phoned the lock keeper to arrange passage on to the midlevels. Having checked the air gap under the many bridges it seemed ok! On arrival at the lock the tide was still very high; the lock was still under water, a bazar sight. One has to be very careful the tide drops at 2inch per minute and there are hazards under the water; hand rails and other protrusions.
The navigation was very low on water; we dragged our way along the bottom which as it turned out was lucky. One of the bridges was much lower than publicised, so much so that the bridge scrapped the paint off the wheelhouse roof. It took us a day and a half to complete the navigation which brought us to Peterborough. I would like to at this point highlight the absence of services on the Nene, and the midlevel’s. There is no fuel point between Peterborough and Northampton. There is also a complete absence of elsan points. Very few places to moor and few water points.
During our trip down the mid-level’s the silt and crud thrown up by the constant dragging, caused significant wear in the cutlass bearing. Consequently the prop was wobbling and making an awful noise. It needed to be addressed and quickly. I carry a spare prop and cutlass bearing, I tried to fit the new cutlass bearing but the thread was not compatible with the stern post spigot. We were miles from the nearest dry dock or crane. Plus our funds would have been pressed to finance the job, having looked at the problem it seemed that if we could widen the bearing centres, it would aid the support of the cutlass bearing. This necessitated moving the engine and gearbox forward 100mm. Quite a task moored on a river bank.
Having completed the task, we continued cross country off the Nene and on to the Grand Union and then the Stratford on Avon canal. Then on to the river Avon, and the Severn River. All without a hitch. The prop was also much quieter.
Gloucester docks: ‘wow’ what a fantastic vista truly something all boaters should aim to see. From there we proceeded down the Gloucester and Sharpness canal. No locks fantastic!
On reaching the Severn (proper) we were once again at the weathers mercy; we had to wait 6days for the windy rainy weather to abate. We had charts for all the planned passage. I use a Portland chart plotter for my navigation backed up by sat nav for latitude and longitude. Combined with two spare compasses.
We left sharpness at 7.40am 1 hr. before high water and made our way down following compass bearings taken from the chart. There are buoys and land marks the passage was easy. Under the second bridge the water flows very fast, the tidal stream bullies the boat, moving the rudder made little difference. Full throttle provided the reassurance and direction that we needed.
We continued down the Summerset coast between the two rocky out crops: Steep Holme and Flat holme. Our intended destination, which was booked in advance, was Watchet harbour some 60 miles away. To catch the right tide we had to cover the distance in 10hrs. This we did. On entering the harbour the tide was at h/w and with a strong flow. In the harbour which is quite small for a 60 foot leviathan. We had to navigate across the harbour beam on. To a strong tidal flow. With the help of some local residents we managed to moor and not damage anything! The mooring fee was £50.00 for the night.
To avoid the strong tidal flow we had to leave at 7am the following morning, 1 hr. before h/w. Our next hop was Ilfracombe only 25m away. Our arrival was not in sync with the correct tide time, so we anchored half a mile off shore. The sea state was moderate to fair, which according to the Beaufort scale, is up to 1mtr waves. This is what we encountered; nothing for a sea gong vessel but for a narrow boat is frightening. My first inclination that a N/B has all the sea worthiness and the technology contained therein of a tin bath! In fact I would now contend that the tin bath is more sea worthy. We had to wait for 4hrs to enter the harbour.
North Devon and north Cornwall harbours cater predominantly for small fishing vessels moorings for larger vessels are scarce. The only mooring available to us was tying up to a large boat that sails between the mainland and the isle of Lundy. This was about to become a sleepless and stressful night. The harbour dries out completely; the draft on The Oldenburg is 1.5mtr. The draft on Orbis much less! Consequently I was up all night adjusting the mooring ropes, as the tide waxed and waned. On our passage down we had been continually checking the sea state both visually and by the shipping forecast. This we continued to do, but when the morning came the Oldenburg was so high in the water, we could not get off the boat the visually check the sea! We had to leave the Oldenburg was due to sail to Lundy.
We decided to rely on the shipping forecast. On leaving the harbour; once past the sea wall our hearts sank, the sea was rough (for a narrow boat) 1 to1.5 metre waves. We knew that it was too much for Orbis. To say nothing of us. I knew that we had to turn round and go back to the sanctuary of the harbour, this however could not be done immediately, and we were too close to the rocks. We headed out to sea, crashing through the waves for about a quarter of a mile before we attempted the turn. I was dreading the turn; the incoming waves would now be beam on. Halfway through the manover, I noticed a rope on the roof starting to uncoil (I had not made a good job of securing the centre rope, due in part to a sleepless night) in the blink of an eye it was round the prop.
We were now dead in the water, beam on to the 1.5mtr waves .I Have a heel meter in Orbis It read 45degrees to starboard and port. Everything on the boat was dislodged; knives that were in a magnetic holder in the kitchen were breaking free and sticking in the laminate floor. One could hardly remain upright; my wife was wedged between two lockers and myself in the wheelhouse who was so frightened he wet himself. We rang 999 and asked for the coastguards, within a few minutes a rib carrying four RNLI chaps came to our assistance. The look of astonishment o their faces, would have been amusing under different circumstances. They through a rope around the bow and towed us bow to the waves. The rib however was too small to tow us in. Within ten minutes a large Shannon class life boat came to our rescue and towed us in to the harbour. They pulled us right up to the top of the harbour where it completely dries out, so we could untangle the prop.
I am neither articulate nor eloquent enough to express the fear and relief of such an experience. My wife and I both thought that the boat was going to roll over and that we would die. The sea is cold and survival is estimated at 17 minutes. The heroes that came to our rescue, they truly are heroes. Praise is insufficient and words cannot express our extreme gratitude...
Little did we know that the voyage was to become even more challenging? Once again little sleep due to the rising and falling tide adjusting the ropes. We could at least this time visually check the state of the sea. Which was calm. However due to the pitching and rolling of the boat the previous day, we had lost some equipment including a chart that we needed for the last leg of the journey: Hartland point to Bude. There was nowhere in Ilfracombe to replace the much needed chart. All we had was a road map, which luckily had Easterlies and northerlies so a route could be plotted. Although no record of sea hazards are present on road maps!!
We had to leave at 08.00 at the highest tide. Another £50.00 in harbour fees were collected by the harbourmaster. Once again getting out the harbour was a challenge. Once outside the harbour we made 8kn the sea had a good swell, the waves were small. The swell was coming over the bow and covering the stern with the rise and fall of the boat. A standard narrow boat would have been swamped. The tide caused the boat to crab, we were three miles from shore. Vicki became sea sick from the pitching movement. We had been making headway for about two and a half hours and were at a right angle to Hartland point. Where the Bristol Channel crashes into the Atlantic. I was expecting a rough sea at this point. The sea did not fail to live up to my expectations, and more. The bow was going completely under water, water cascading down the roof and hitting the windscreen. I can only describe the sea as a bubbling cauldron. Waves from every direction, once again we nearly rolled. My nerves were at this point completely shot, I started to panic and regrettably put out a SOS. Within 15 minutes we were past what we now know to be called the races. I tried to cancel the SOS but to no avail. They came anyway, along with a local fishing boat, which they must have summoned to our assistance.
The RNLI decided to escort us to Bude about an hour away. No doubt fearful that both the vessel and crew were ill equipped. They were right! An hour later we arrived at Bude Haven. Six hours too soon for the correct tide. We once again deployed the anchor one mile off shore. The inshore life boat came out to check we were ok. The Shannon class life boat departed f back to Appledore. Whilst at anchor it pays to align with a land mark to check for drift. This we did during the long wait I had paid out about 60foot of warp forty foot being chain the rest rope. The swell became ever greater and we noticed that drift had occurred. I made my way to the bow to reset the anchor. I was astonished to find we had lost the anchor. The rope had chaffed through. It was now 18.00 the lock would not have enough water until 19.00 we had to head out to sea and circle till 19.00. Both the Harbour master and the RNLI were paragons of reassurance. Once again my words fail me.
I was by now a complete wreck incapable of coherent speech let alone actions. Vicki my rock stepped in and piloted the boat and tried to reassure me, her sea sickness was set aside and she truly took the helm. The harbour master had requested that the RNLI pilot us in to the harbour/ lock, not an easy task. The surf in Bude is a magnet for surfers, the entrance to the harbour is very narrow jagged rocks one side and sand banks the other. After three attempted approaches we were lined up we crashed through the surf. Perfect helmsman-ship from Vicki. We sailed into the lock, a safe haven at last. The sea lock at Bude opens very few times per year, consequently it attracts many spectators. There is a volunteer crew who man the lock with resolve and pride. The spectacle of a sixty foot narrow boat looking to all intents and purposes like a submarine. Attracted many spectators along with the local media.
Bude is a very special place; everyone has made us feel most welcome. I owe a debt of gratitude to the RNLI at Ilfracombe, Appledore, Bude, and to the Harbour-Master all others connected. But most of all to my wife Vicki, who through my naivety and arrogance nearly died.
Do not put to sea in a narrow boat.
N/B Orbis.
To see the barge please look at the painting of the barge in Bude Harbour further down in this blog.
Thursday 13 October 2016
A walk from Tintagle to Tregarwith
A video and time lapse stills of the walk to trebarwith.
plus a look at the stained glass windows at tintagle church unedited film.
plus a look at the stained glass windows at tintagle church unedited film.
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